Railroad-signal



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PETERS, Phum'Lilhagnphcr, wnhin mn, DV c (No Model.) Sheets-Sheet 2. D. FRANK.

RAILROAD SIGNAL.

(No Model.) 4 Sheets-Sheet3.

D. FRANK.

RAILRQAD SIGNAL. No. 278,231. 5 Patented May 22,1883.

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D. FRANK.

RAILROAD SIGNAL.

N0. 278,231. Patented May 22,1883.

UNITED STATES PATENT OFFICE.

RAILROAD-SIGNAL,

SPECIFICATION formingpart of Letters Patent No. 278,231, dated May 22, 1883.

Application filed June 3, 18852. No model.)

To all whom it may concern I Be itknown that I, DAVID FRANK, of Allentown, in the county of Lehigh and State of Pennsylvania, have invented certain new and useful Improvements in Railroad-Signals; and I do hereby declare the following to bea full, clear, and exactdescription of the invention, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanying drawings, which form. part of this specification.

My invention relates to railroad block-signals; and it consists in the novel construction, combination, and arrangement of devices used, whereby a series of signal-boards are operated automatically by the moving trains upon the tracks of the railroad.

The object of my invention is to provide a system of signals along the line of the railroad, whereby the engineer on the locomotive, running at full speed, may at any time see whether the track on which his train is running is clear of trains traveling in the same direction, or of meeting trains moving in the opposite direction, for a safe distance, and thus avoid accidents frequently occurring around curves, where the view of the engineer is limited by either natural or artificial obstructions. By this systemit also becomes unnecessary in case of delays or stoppages of trains for the rear fia'gman to leave his train to give the signal to approaching trains, the primary object being to run the greatest number of trains safely in the shortest space of time over the railroad.

In the accompanying drawings, in which similar letters of reference indicate like parts,

Figure 1 is a plan view of a railroad-track showing my improvements applied thereto. Fig. 2 is an elevation of the signal-stand in connection with the outer rail or track, showing the manner of the attachments. Fig. 3 is a side elevation of the same. Fig. 4 is a section and plan view of the signal-stand in connection with the outer rail of track and its attachments. Fig. 5 is a horizontal section through the upper part of the signal-stand above the double crank. Fig. 6 is a partial elevation of intermediate signal-stands. Fig. 7 is a side elevation of the lever draw-beam, and Fig.8 is a side or end elevation of abracket with pulleys attached for the wire bearings. Fig. 9 is a plan view, showing the connection between the blocks. two blocks connected.

In the drawings, A represents the signalstand, made of cast or wrought iron, which is secured by bolts or otherwise to projecting sills or ties E, same as the ordinary switchties. The stand is provided with pedestal block or bearings a, in which the signal-post B is free to revolve, having a pivotal bearing in the bottom plate, A, of the stand.

Attached to the signal-post, at the upper part of the stand, is a double-armed crank, 13, with holes in the one arm for the attachment of the wires operating the signal-board, the other arm being shaped so as to limit the movement of the crank to a certain are or dis tance, so as to confine the signal-boards to the turning of a right angle. The signal-board O is made of wrought-iron sheet metal, and to be painted red for the danger signal. The signal-board is to be connected with the signalpost by means of a suitable bar, 0, of such length as best adapted to the locality, the lower end of which is provided with a socket and suitable fastening, S, for the attachment to the post.

On the lower end of the signal-post B is mounted the arm I), which is allowed a movement through a quarter of a circle, independently of the post B, being connected thereto by a chain, N, which passes over the sheaves N secured to the stand A, and is secured to the arm 13*, which projects from near the upper end of the post B, at right angles to the signal-board, as shown at Figs. 3 and 9, and said arm I) is provided with holes for the adjustment and attachment of the connectingarm F, and to which arm I) also is attached the wire operating the series of signal-hoards comprised in the block. The connecting-arm F is slotted at its ends and is connected by bolts to the movable arm I) and the crankarm G.

The rock-shaft- G, which is made of \vrough tiron, may be 'of any length to suit circumstances, and is supported on pillow-blocks Q or other suitable bearings attached to the bearing-plates D and J, whichalso serve as bearings for the signal-stand and rails I l, to which Fig. 10 is a plan view of,

, ty-six feet long, or of such a length that a track-section.

wheel or wheels will be hearing down upon it as long as there is a car or train passing over it. As soon as the last car has passed by, the signals, except on post B, show a clear The signal on post B remains at danger because oftheloosely-mounted arm Z), which, while being connected to the leverbeam and to the post B through the chain N and arm B allowing it an independent mo'vement through a quarter of a circle, is retracted by the weight 0, attached to the connectingwire V through the arm B and chain M at the last stand Z in the block to which said arm 1) belongs, and bein g connected to the rearward signal-boards causes them to be set at safety without altering the position of the post B.

The rails I I may be of the usual form,with the flanges on one side cut off or omitted, and take the place of an ordinary rail firmly se cured to the ties with spikes and to the castiron plate J, on which are cast lugsjj for the reception of the flanges. These rails I I are firmly bolted together at the ends, with blocks '5 inserted between them, to form a groove or channel i'or the insertion of the lever-beam E. This beam is shaped as shown in Fig. 7, and in cross-section between the rails, as in Fig. 2.

One end is slightly inclined downward, terminating in a downward projection, through which is inserted a bolt, when in position, to prevent the beam from jumping out of its groove or channel between the rails. This bolt 00, as shown in Fig. 3, passes through the lever below the lower edges of the rails I, and while it allows the lever to-have a free vertical movement it prevents this end of the le- 'ver from getting out of position. Near the opposite end is also a slight incline downward, with an elongated hole in the downward projection and terminating with a heel,- h. The bolt, which serves as a pivot for the lever to oscillate upon, is passed through this elongated hole or slot. This heel extends under and en-' gages with the block inserted between the two rails I I, thus securing the beam in case the bolt through it should disengage itself. This beam may be made of steel or of wrought-iron steeled on top. A block with a strong spring, K, is placed under the one end of the leverbeam, as shown in Fig. 7, to keep the beam in proper position-that is, the lower part of the incline at both ends to be on a line with the top of the ordinary rails It.

Guard-rails P P are placed opposite the rails I I, as shown in Fig. l, to prevent cars from jumping the track in case the beam II should, for some reason, not perform its function. Sign al-stands,with their connections, are erected, as shown in Fig. 1, at suitable points along the road; also, intermediate signal boards erected on stands L, as shown on Fig. 6, or bracketed stand secured to telegraph poles, all connected together by a wire, W, extending from one end of signal-section to the other. The wire is connected at one end to the movable arm Z), near which a swivel, S,with spring, is inserted to counteract any sudden jarring. From thence it is connected with the first intermediate signal-board, as shown at L, Fig. 1, close to which a screw-swivel is inserted to "regulate the expansion and contraction of wires.

The wire is then continued from one intermediate signalboard to the other untilthelast one in the section is reached, at which point the wire is attached to the doubled-armed crank B, operating the last sign al-board in the block. Connected with the crank 13 is a chain, M, to which is suspended the weight 0, or suitable springs sufficient to keep the wire taut and lift the draw-lever beam to the position shown in Fig. 3, this construction being shown at Fig. 9. The chain is drawn over pulleys N, secured to the top of stand A. To give hearing or support to the wire between intermediate stations, bracketed pulley-bearings are provided, as shown in Fig. 8.

The operation of my device is as follows A train movinginthe direction ofthe arrow-head in Fig. 1, as the wheels come to the first rails I I they come in contact with the inclined portion of the draw lever beam H, the weight presses the lever down, and, bearing upon the crank G, the motion is transmitted, as already described, to the wire, and all the signal-boards to the rearot' the postB connected together indicate danger, or are turned in relation to the track, as indicated in Figs. 2 and 3, until the last truck has passed over the beam,when the weight at the farther end of the wire will again bring the signal-boards to their proper positions, showing the track clear and each series of boards connected, thus giving the signals automatically to approaching trains coming in the same direction; but, owing to the pivoted arm I), the terminal post B, with its signal-board setto indicate danger, is allowed to so remain until the train reaches the lever next in advance of terminal post B, on passing which the signal of said terminal post B will be set at safety by means of the connecting-wire \V, and the signal-boards in this block set at danger, the same operation being repeated in block after block as the train advances. In the event of an advancing train running in the opposite direction to the arrow shown in Fig. 10 the signals will be set to indicate danger ablock ahead precisely as when running in the former instance. This signal is intended to be used upon single or double tracks or at crossings, and to signal to trains on ahead or in the rear, trains traveling in the direction of the arrows signaling to the rear, and those traveling in the opposite direction signaling ahead. Where a single track is used, when one treadle is depressed no effect; is produced upon the other treadle. It matters not upon which end of the treadle the wheels run, for the treadle sinks down quietly under the'heavy pressure of the wheels.

Having thus described my invention, what I claim isl. The combination of the rails II, connected at both ends with blocks 2' t, and plates J, having lugs j, with draw-lever beam H, constructed. and arranged to operate substantially as shown and described.

2. In combination with the leverbeam H, the crank-arms g and G, attached to the conmeeting-rod G, the connecting-arm F, and the movable arm I).

bearin gs U, or equivalent means for operating the same, substantially asshown and described,

and for the purpose herein set forth. 0

In testimony whereof I affix my signature in presence of two witnesses.

DAVID FRANK.

Witnesses HENRY RUERUP, A. K. WITTMAN. 

